Train-control valve construction



' April 21; 1935.

1,534,330 c. F. SHADLEY TRAIN CONTROL VALVE CONSTRUCTION Filed Feb. 26,1925 3 Sheets-Sheet 1 INVENTOR. Cu/vrv/v E SHHDLE.

syw g ggi ATTORNEYS 1,534,330 C F. SHADLE TRAIN CONTROL VALVECONSTRUCTION April 21, 1925.

I Filed Feb. 26, 25 s Sheets-Sheet 2 IN VEN'I'OR. (Zuvrwv E 63/109045.

A TTORNEYS.

April 21, 1925.

' 1,534,330 C. F. SHADLE TRAIN CONTROL VALVE CONSTRUCTION 3 Sheets-Sheet3 Filed Feb. '26, 1925 CLINTON f1 SH/901. E.

ATTORNEYS.

Patented Apr. 21, 1925.

UNITED STATES CLINTON F. SHADLE, O1 INDIANAPOLIS,"

INDIANA, A'SSIGNOR, BY MESNE ASSIGN- MENTS, TO INDIANA EQUIPMENTCORPORATION, OF INDIANAPOLIS, INDIANA, A

CORPORATION OF INDIANA.

TRAIN-CONTROL VALVE CONSTRUCTION.

' Application filed February 2c, 1923. Serial No. 621,2 2;

To all whom ififfll@g/;C O9?,U67fll 7 Be it kno n tha-t I, C L 1 on F.EaHAnLn, a citizen of the United Stateaand a resident.

oflndianapolis, county of Marion, and State of Indiana, h ave inventedcertain new and useful Train-Control Valve; Constructions;

and T do hereby declare that the following is a full, clear, and exactdescription thereof, reference being had to the accompanying drawings,in which like numerals refer to like parts. i

This invention relates to a train control systemand particularly to avalve included in saidsystem. The chief object of the in vention is toprovide a valve construction of the character hereinafter describedwhich is adapted to function in a complete train controlled system.

The chief feature of the invention consists in providing for a fluidpressure conduit and exhaust construction controlled by a valve, whichvalve is electro-pneumatically controlled. and which exhaust is of thedual character with one portion thereof electro pneumaticallycontrolled. Said electropneumatic controls are connected in parallel,both electrically and pneumatically and so arranged mechanically thatone of the controls is only operative when the other c011 trol isoperated.

sists in providing an additional fluid pressure conduit which exhauststhrough the before-mentioned exhaust construction, and which iscontrolled by the before-mentioned exhaust controlling valve. v

The full nature of this invention will be understood from theaccompanying drawings and the following description and claims.

In the drawings Fig. 1 is a topplan view of a unitary valve constructionand exhaust means associated therewith. Fig. 2 is a side elevationalview of the same. Fig. 3 is a longitudinal sectional view taken on theline 3--8 of Fig. 1 and in the direction of the arrows. Fig. 4: is alongitudinal sectional view taken on the line 4- 1 of Fig. 1 and takenin the direction of the arrows. Fig. 5 is a longitudinal sectional viewof a portion of the parts shown in Fig. and illustrates said parts in asecond position. Fig. 6 is a transverse sectional view taken on the.line 66 of Fig. 1 and in the direction of the arrows. Fig. 7 is atransverse sectional view of an electro-pneumatic valve associated withthe invention. Fig. 8 is a diagrammaticviewof the electric and pneu-1naticpon1iectio11s embodied in the invention. 1 y

I In Fig. 8 of the drawings there is diagrammatically illustrated thevalve with its connections and the various controls. In said figure 10indicates a valve body which contains a piston 11. The piston 11 isoperated by air pressure upon either face thereof, and said piston inits movement carries a valve member 12 to and fro. The valve member 12is adapted to sever the connection between the pipe 13 and a pipe 1 1(which herein includes one portion of the valve body 10) and close thepipe13 and make a connection between the pipe 1 1 and,

a discharge pipe 15. The discharge conduit 15 discharges into an exhaustor pop valve 16. Said conduit 15 has a branch 17 which discharges intoanother pop valve 18, but the branch 17 is controlled by a valve 19 inturn controlled by an electro-pneumatic construction 20 having thesupply line 21 and the circuit wire 22. A similar pneumatic control 23is provided with the circuit Wire 24. and a supply line 25. Herein thesupply line 25 and the supply line 21 are connected in par- A. furtherfeature of the inventlon con-- allel and are supplied by a supply pipe26.

Similarly the electro-pneumatic construci tions are electricallyconnected together, havmg the common connection 27. A conduit 28connects the electro-pneumatic control 20 with the valve 19. Theelectro-pneumatic control 23 is connected by the conduit 29 with thechamber 30;and said chamber is upon one side of the piston near thevalve body 10. The other side of the piston 11 near the body 10 formsthe connection between the conduits 13 and 14. In Fig. 8 the normaloperative positions of the parts are illustrated and the full linearrows in dicate the direction of air flow or pressure. The dotted linearrows indicate the direction of air flow when the valve operates.

The particular construction of the valve mechanism is shown in Figs. 3,4 and 6. In the several figures the body is indicated generally by thenumeral 10, and the same forms a chamber 31 adapted to receive achanneled plate 32 suitably secured therein by the bolts, as shown. Theplate 32 slidably supports the D-valve 12 carried by a slot 33 in "the"piston rod or stem 3 1. The lJ-valve is maintained in position upon theplate 32 by air pressure in the chamber 31 and a springinterposedbetween the slot 34 and said D-valve lfz.

The body 10 is provided with an opening 36 which discharges into thechamber, 31 and said opening 36 is adapted to receive the conduit 13. Anopening 37 is in communication with the chamber 31 through a regis--teri'ng opening 38 in the plate 32. The plate secured to the stem 34 asillustrated.

32'als'o has anjopening 39 which registers with aiconduit 40discharging'into'a chamber tli ormed in the body portion 10. When"the-valve 12 is'in the position shown in Fig. 3 there is freecommunication from the conduit 13 to the conduit 14 through the chamber31. 'lVlien the lD-valve-lQ, by means of thestein 341-, is moved intothe position shownin Fig. 5, the conduit 13, although still incommunication with the chamber 31, is disconnectedor cut off from theconduit li'forsaidopenings 37 and 38, by means of the l3-valve12,connect said conduit 1 1 with 'the chamber @11 through the registeringopenings 39and 40.

The neans 'for shifting or reciprocating 3 the stem-34r is illustratedclearly in Fig.

and diagrammatically in'Fig. 8. The body 10 carries a cylinder 30 whichforms a 'chamberand'in said chamber there is slidably mounted a'piston11 which issuitably I A cap 42' is associated with the cylinder 30 andthe same forms an air tight chamber by suitable securingin eans, asillustrated. The cap r2 is'provided with a port 43 which providescommunication between the conduit 29, see

Figs, 3'a'nd 8,'and the chamber 30. Between thecover s2 and the e'ndofthe piston rod there is interposed a cushioning spring The other end ofthe piston rod 34: is re .ducedas at 45' and said reduced-end is sh dably supportedin a cap 36 having a thread ed engagement'with theopposite end of the body '10. 'Concentric with the reduced end of thestem 46 is a. coil spring 47 and this spring assists in cushioning thestem in its reciprocation toward the right, whereas the spring 4: 1assists in the cushioning of the stem in its movement toward the left.The

' end of the stem 1-5 is adapted to abut the end ail and suit 29 tothechainber 30and'fiuidunder pres sure is supplied by the conduit 13 tothe chamber 31 and thence to the conduit is. The chamber 29 is connectedto a source of in pressure which is considerably higher,

in the-chamber 31 by 20 poundsper square inch, andsuch' excess ofpressure causes the piston 11 to bepositione'd as shownin Fig. 3, whichpositionst'he' D and slide valve 12 in the first or normal position,thereby per- "mitting the conduit and L1 to be con nected or continuous.Then the air is re leased in the'chamber 30 or pressure is reducedtherein, by reason of the operatlon of the electro-pneumatic control 23,the piston '11 moves to the lert under the impetus of the pressure inthe chamber 31 and the spring -i6 and carries with it the slide valve12.

vnen the slide valve 12 has been moved to its extreme position, as shownin Fig. 5, the conduit 13 does not communicate with the conduit 1%. Theconduit 14;, by reason of said D-valve 12 now communicates with thechamber 41 in the body of the valve and through n'ieans hereinafter tobe described relieves the pressure in said pipe 1%, and thus, as shownclearly by the dotted and full linesin Fig. 8,'tl1e direction o'i 'thcair flow the pipe 14: is reversed from the normal flow.

As shown clearly in Figs. 1, 3 and 6, the means for supporting the valvebody 10 includes the supporting plate portion 51 having the dependingtongue 52. The flange or plate 51 also includes two other supportingportions positioned above the tongue 52.

Upon the opposite side of the valve 51 and projecting laterally from thebody portion is a portion providing the chamber 17. This is clearlyshown in Figs. 4, 5 and 8. The chamber 17 communicates with the chamberbly sccured'to said chamber if is an ezihaust valve construction whiclnin Fig, 8, is indicated generally by the numeral 16. The details of theparticular construc tion are old in the art. These valves 16 and 18 areknown as the Vestinghouse 15-7 safety valve and are described in theinstruction Pamphlet No. 50341 of 1914; entitled the L N 'iassenger car.The parts of this valve are the body 5%,, cap nut 55, valve 56, stem 5?,spring 58, regulating nut in normal position'it maybe assumed thatthepres- 'sure'in the chamber 30'eiiceeds the pressure and locking ring.60. When the pressure in the cavity 61 is sutficient to overcome thepressure exerted by the tension of the spring 58, the valve 56 is raisedfrom its seat, which upward movement closes the end of the port 62 inthe valve bushing and opens the ports 63 permitting air to flow from theconduit 61 through the chamber 64 and port 63 to the atmosphere. As thepressure below the valve decreases, the tension of the spring 58 forcesthe valve 56 downward, which restricts the opening through the port 63to the atmosphere and opens the upper end of the port 62 to the springchamber 65. Al though the spring chamber 65 is open to the atmosphere atall times through the ports 66, these ports are sufficiently small torestrict the exhaust so that the pressure builds up very rapidly in thespring chamber 65 and assists the spring 58 in forcing quickly the valve56 to its seat. The adjustment of this valve construction is thatdescribed in the before mentioned pamphlet and may be observed from Fig.4. Thus, within certain limits the closing pressure can be regulated aswell as the pressure at which the valve will open, and moreover thisvalve opens and closes witha quick action, permitting air to escape tothe atmosphere quickly when open, and causing the valve to seat promptlyand firmly when closed.

As shown clearly in Fig. 4, communication between the chamber 61 and thechamber 17, is had through a suitable filter screen 67. This screenlikewise is old in the art. The chamber 17 discharges into the standardpop valve 18, shown in Fig. 8 and in Fig. 4. The pop valve 18 issubstantially similar to the pop valve 16 described in detailhereinbefore, and the same action is secured therefrom. However, thechamber 17 communicates with the auxiliary chamber 117 carrying the popvalve 18 through the valve construction indicated generally by thenumeral 19 in Fig. 8, The body 10, or rather the lateral projectiontherefrom, is provided with a pair of registering apertures 76 and 77.The aperture 7 7 is threaded to receive a hollow plug 78, which plugforms a tapered seat 79 and communicating with the hollow portion ofsaid plug is a plurality of transversely extending ports 80. Afrusto-conical.

valve 81 supported by a stem 82, in turn supported by a pistonconstruction 83. The pis ton construction 83 is supported upon a coilspring 84 interposed between it and a portion of the casing 85. The topof the cylinder 85 is closed by a cylinder head 86 apertured to receivethe conduit 28. Air under pressure is admitted to the cylinder 85through the conduit 28 and normally maintains the conical valve 81 uponits seat. When the air is exhausted from the conduit 28, the piston 82under the action. of the Spring 84 n pr u e in h mber it ra es isillustrated in Fig. 7 and this is substantially a standard constructionand is illustrated and described in the Railway Electrical Engineer,page 313, of September 19, 1919. It may be assumed that we aredescribing this construction with reference to the electro-pneumaticcontrol 23 and herein thebody portionis indicated by the numeral 23. Thebody portion is connected to the supply pipe 25 and to the outlet 24.The body 23 is provided with two channels or conduits 87 and 88 whichcommunicate respectively with the conduits 25 and 29. The conduit 87discharges into a chamber 89 and the conduit 88 communicates with achamber 90. A plug 91 is provided with a channel 92 and includes a valveseat 93, closed by a conical valve 94 having the stem 95 which extendsthrough the conduit 92. The valve 94 carries a spring seat 96 with whichis associated a spring 97 retained in position by a spring retainer andplug closure 98. The spring 97 tends to maintain the valve 96 in theclosed position. Communicating with the chamber 95, and by means of theplug 91, is a conduit 99 controlled by a valve 100 carried by the stem.101. The conduit 99 discharges into the chamber 102, which has freeaccess to the atmosphere at 103. The valve construction hereinbeforedescribed constitutes a dilier- A ential valve and the normal positionthereof is to provide communication between the conduits 29 and 25, butwhen operated to close or sever said connection and permit the air inthe conduit 29 to discharge through the port 103 and to the atmosphere.

The means for operating the valve is as follows: A core 104 isthreadedinto the body portion 23 and has a channel 105 extendinglongitudinally therethrough. Said channel is adapted to slidably supportthe valve stem 101. Concentric with the core 104 and supported by thebody portion 23 is an electro-magnet 106 which comprises a solenoidhaving the terminals 107. Said magnet is secured in position andretained therein by the locking nut '108which e11 gages the core 104.The valve stem 101 which passes through the channel 106 of the core 104'carries an armature 109. Said armature is slidably supported in a cover110-which, together with the body portion 111, integral with the bodyportion 28, forms a closed housing for the electro-inagnet construction.The closure 112 slidably supports. an extension 113 01" the valve stem101. When the-*electro-magnet is energized, thes same-operates theva'lvethrough the armature and maintains connnunication between the pipes 25and 2-9. Said valve operation'fhas. beenpreviously described. 1norder-toprevehterotational movement or the valve,'-by reason zo'ftheirotational movement otthe stem, :1 pin l'll isinterposed rinwth'e"pathiofthestem 101 and," while permitting longitudinal-1movement,prev-entsu'otational nioven'ient thereof. Deenergization. of the:electro-magnet peri'i'iitsthe airwin'the pipe Q9 to' exhaust through theport 103. I

Reference will now be .had to Figs. 3, 4e, 5, and. 8. Insaidfigures.there isillustrated a fluids pressurelpipe. 125 which issuitably: connectedtoa portion of the standard brakingsystem; The:bodyportion" of the' valve is providednvith a conduitlQ-l whichcominunicates with the conduit: 1:25 and also. with airapertureorprojection- 123 in the plate-32. The D-valve 12'l1as a. pair of openings120.'and.- 122 which. communicate. with each other through thechanneltl21. As shown :clearly in F ig-.: 3, when the-ivalve isin thenormal position the conduit 125 is blank or cut: oil, hutwhen said valveis moved to the other position, as shown in Fig; 5, the conduit 125exhausts or discharges through the registering openings 39 -andJ1O totheqchaniber ll which, aspreviously described, exhausts through the popvalve 16 or the pop valves16'and 18, depending uponwcertain conditions.

Therinven'tion claimed is:

1. The combination 01" a fluid pressure conduit, an exhaust therefor, asecond ex haust: connected therewith, a single valve means controllingboth exhaust connections, another valve interposed insaid exhaustconnection for controlling one of said exhausts, and electrical meansfor controlling said second valve,

2. The combination of a fluid pressure conduit, an: exhaust therefor, asecond exhaust connected therewith, a single Valve meanscontrolling'both exhaust connections, another valve interposed in saidexhaust connection--101- controlliiig one ofsaid exhausts, and pneumaticmeans forcontrolling saidsecond valve.

3. The combination of a fluid pressure conduit, an exhaust therefor, asecond exhaust connectedtherewith, a, single valve meanscontrolling'both exhaust connections, anothervalve interposed in saidexhaust connection for controlling one of said exhausts, andelectro-pneumatic means for controlling saidsecond valve.

a: The coin-biinition o't"a fluid pressure conduin an exhaust therefor,a'second er;- haust' connected. therewith, a single valve meanscontrolling both exhaust connections, another valve interposed in saidexhaust connection for controlling one of said exhausts, a balancedcontrol for said second valve, and means for disturbing saidbalance.

A-dvice of the character described in claim 4 wherein-"thedisturbingmeans is electrical in character.

6. A device oi thccharacter des'ciibed'in claim 1 provided with anelectrical control for said firstinentioned valve.

7. Adevice' of the character described in clain'r:1 provided-with apneumatic control for said first mentioned valve.

8. A device of the-character described in claim 1 provided with anelectro-pneumatic control for said first mentioned valve.

9. A device of the characterdescribed in claim 2 providedwith-airele'cti'ic control for said first mentioned valve.

10. A device of the character described in clainr-Q provided with apneumatic control for said first mentioned valve.

11. A device of the-character described in claim 2 provided, witlf anelectro-pneumatic control for said first mentioned valve.

12. A device of the character described in claim 3 provided withairelectric control for said first Valve.

13. A device- 01 the character described in claim 3 provided with apneumatic control tor-said first valve.

1%. A deviceoi the character described in claim 3 provided with anelectro-pneumatic control 'for' said first valve;

15. A device of-the character described in claim 4 provided with an"electric control for said first valve.

16. A'devi'ce ofthe character described in claim 4- providedwith apneumatic control for said first valve.

17. A device of the character described in claim 4 provided with anelectro-pneumatic control for said first valve.

18. Adeviceotthe character described in claim 5 provided witli anelectric control for said iirst valve.

19.'-A"device of the character described in claiin'"5 provided with 'apneumatic control for said first valve.

QOJA device of the character described in claim 5 provided with anelectro-pneun'iatic control.

21. The combination'of a fluid pressure conduit, anexhaust'tlieretor, asecond ex: haust connected therewith, valve'ineans con trolling bothexhausts, another valve interposed in saidexhaust connection forcontrolling'one of said exhausts, and a pair of electrical controlsco'i'i'nected together for. controlling both valves in predeterminedrelation,

22. The combination of a fluid pressure conduit, an exhaust therefor, asecond exhaust connected therewith, valve means controlling bothexhausts, another valve interposed in said exhaust connection forcontrolling one of said exhausts, and a pair or? pheumatic controlsconnected together tor controlling both valves in prcdetern'iinedrelation.

9-3. The combination of a fluid pressure conduit, an exhaust therefor, asecond exhaust connected therewith, valve means con trolling bothexhausts, another valve interposed in said exhaust connection forcontrolling one of said exhausts, a pair of pneumatic controls for saidvalves and connected in parallel, and an electric control for eachpneumatic control.

24. The combination of a fluid pressure conduit, an exhaust therefor, asecond cxhaust connected therewith, valve means controlling bothexhausts, another valve interposed in said exhaust connection for controlling one of said exhausts, a pneumatic control for each valve, and apair of electric controls for said pneumatic controls and connected inparallel for predetermined operation.

25. In a device of the character described in claim 23 a parallelelectrical connection for said electrical controls.

26. The combination with a plurality of fluid pressure conduits, anexhaust therefor, and a single valve for connecting said conduits tosaid exhaust.

9.7. The combination with a normally open fluid pressure line, anotherand normally closed fluid pressure line, an exhaust, and valve meansinterposed between said first mentioned fluid pressure line to connectthe same to the exhaust and connect the other pressure line to saidexhaust.

28. The combination With a pair of normally communicating pressurelines, a third pressure line, an exhaust, and a valve for severing thecommunication between said pair of lines and connecting one of saidconnecting lines to the exhaust and the third pressure line to saidexhaust.

In Witness whereof, I have hereunto at fixed my signature.

CLINTON F. SHADLE.

